p endleton



(No Model.) 4 Sheets- Sheet 1.

J. H. PENDLETON.

CABLE RAILWAY. No. 387,991l Patented Aug. 14, 1888.

N. PETERS. vnniwLilhugmphm. Wnhingxon. D. C.

4 Sheets-Sheet. 2.

J. H. PBNDLBTON.

(No Model.)

CABLE RAILWAY.

Patented Aug. 14, 1888.

(No Model.) 4 Sheets--Sheet 3.

.I IHPENDLETON.

CABLE RAILWAY. 110,887,991. 7 Patented Aug. 14, 1888.

K PEIERS Phaeulhagnpher, wnhdngtomn. C.

4 Sheets-Sheet 4.

(No Model.)

J. H. PBND'LETON.

GABLB'RAILWAY. No. 887,981l P atentedug. 14, 1888.

. orn/gmww; j vgfw wf ma@ N, verres. vnowumompw. wmsngmn. uc,

Nrrn'n l*."rafrns PATEN'r rrrcn.,

JOHN H. PENDLETON, OF BROOKLYN, ASSIGNOR, BY DIRECT AND MESNEASSIGNMENTS, TO THE RAPID TRANSIT CABLE COMPANY, OF NEW Yonk, n. Y.

CABLE RAlLWAY.

SPECIFC'ATIOIN forming part of Letters Patent No. 387,991, dated August14, 1888.

Application filed November 5, 138B. Renewed June 13,1888. Serial No.276,931. (No model.)

To all whom, it may concern.-

Be it known that L JOHN H. PENDLETON, of Brooklyn, in the county ofKings and State of New York, have invented au Improvement in CableRailways, of which the following is a specification.

Difficulty has heretofore been experienced in cable railways in guidingthe tractioncable around curved portions ofthe track and in con- Ionecting such cable to the cars so that the cars will travel upon thecurved track and lift up the cable properly above the guide-rollers atthe advancing end of the car or train and lay the cable back into itsplace behind the car or train.

My present improvements are especially available with the traction-cablewhere the vsame is upon a curved track; but they are also available whenthe car or train is traveling zo upon a straight track. I make use ofthree guide-rollers at the advancing end of the car or train, and alsoat the rear end of the car or train, such guide-rollers being centralwith the car and near the outer end of the platform, so

that as the car swings upon the king-bolt of the truck in entering orleaving a curve these guide-rollers will be moved toward the outer railof the curve and carry with them the cable, and hence theseguide-rollers Will move 3o the cable away from the horizontalguide-rollers (having vertical axis) upon the track, and as the carpasses along the cable will be deposited or allowed to descendsufficiently outside of the center line of the curved track to passproperly against these horizontal guiderollers, and in connection withthese guideroliers upon the car I make use of automatic devices thatwill open the guide-rollers and allow the cable to drop at the properplace and 4o will closethem automatically to again grasp the Same cableor another cable at the proper places. I also make use oi' horizontalguide wheels upon the trucks of the car near the king-bolt in suchpositions that the cable will draw in a straight line in passing throughthe gripping devices upon the car, and in traveling around a curvedtrack the cable, as it is held by the respective cars of the train, willbe under the same tension between one car and 5o the next as it is uponthe straight part of the road, and the length of the cable connected tothe train will correspond, or nearly so, to the length of the cable iflying upon the guide rollers of the track,whereby the cable will not beshortened or lengthened by the train While it passes around a curve,even when all the cars of the train are connected to the cable.

In the drawings, Figure l is a general plan view representing the twotrack-rails and cable in part of a curved track, also the trucks,running-gear, and grip upon one car and part of another, the platformsof the cars being indicated by dotted lines. Fig. 2 is a plan viewrepresenting the gripping device, oneI truck, and the threeguide-rollers at one end of the car. Fig. 3 is a longitudinal centralsection of Fig. 2. Fig. Llis a plan of part of one of the trucks,showing the horizontal guide-wheels upon the same. Fig. 5 is a centralsection of Fig. 4 longitudinally of the car. Fig. 6 is a cross sectionof the track and part of the truck and an elevation of thehorizontalguide-Wheels and the devices for moving the same in larger size. Fig. 7is an elevation of one of thc horizontal guide-wheels and a section ofthe box or bearing for the same. Fig. 8 is an elevation endwise of thecar, showing the three guiderollers and the devices for moving the same.Fig. 9 is a central section through the truck and a cross-section of thetrack. Fig. 10 is a cross-section of the track, showing the relativepositions of the guide-roller ou the track and the guide-rollers uponthe car When on a curved track.

The rails A of the track, guardrails A', and 85 cross-ties A2 are ofordinary character, and B represents the traction-cable, supported uponthe vertical Wheels B, and C represents the horizontal Wheels againstwhich the cable moves when passing around a curve. D are the car-wheels;E,tl1e truck-frame; F,the bearers resting upon thc axle-boxes, and Gcross` bearers between the bearers F. I-I represents the platform orbody of the car. In Figs. l, 2, and 4t the platform or body is indicatedby dotted lines.

The guide1ollers K K are upon vertical axles Within the stocks L, andthese are connected at their upper ends by pivot-bolts 2 to thecrossframe M. This frame may be atroo tached directly to the car itself;but I have shown the same suspended by the cranks 3 upon shafts 4,having their bearings 5 upon the under side of the car, and I prefer touse a mechanism forming the subject of a second application, Serial No.218,032, for allowing the car-body to play up and down upon its springswithout varying the height of the rollers K K from the track. I,however, remark that by the cranks 6, connecting-rod 7, cranks 8 and 9on the shafts 10, and the conneeting-rods 11 to the crossbcarer G theIlespective shafts 10 and 4 will be turned in their bearings as theplatform H rises and falls, because the cross-bearers F receive theirsupport from the aXle-boxes and remain at a definite height from thetrack, and the frame M will be supported at a uniform height from thetrack by the cranks 3 and shafts 4, even though the car may rise andfall upon its springs.

Upon the frame M are pivots 12 for the bent levers N and 13, the latterof which are connections to the respective stocks L7 and at the lowerends ofthe bent levers N are rollers 14, that can be acted upon bystationary cams P upon the guard-rails. The ends of these cams P curveinwardly, and the cams themselves are placed at the proper part of thetrack, so that after the cable B has been raised between the rollers K Kthe cams P operate to swing the stocks L and cause the rollers K K tograsp the cable, and when the rollers K K are to be separated fordropping the cable the rollers 14 run against stationary cams-such asthose shown at P2, Fig. G-that press the rollers 14 inwardly and turnthe bent levers N, so that the links 13 draw the stocks L apart. Theseparts may also be operated by hand, there being chains 16 or othersuitable connections for moving` the links 13 and levers N.

The grooved or concave-'faced roller Qis supported by brackets Q at theback of the frame M, and the roller Q prevents the cable B from risingtoo high to be grasped by the rollersK K', and I remark that the cableBat the place where it is to be connected with the car is elevated bymeans of weighted sheaves or rollers R, moving vertically and acting inthe usual manner beneath the cable to lift the same.

At S, I have represented guide-rollers, and between them the grippingdevice S. These parts are introduced to indicate the position in whichthe gripping device is applied beneath the car. The gripping deviceitself, however, is to be of any desired character, and I haverepresented the same as suspended by the cranks 18 upon the shafts 10,so that the gripping device will remain at a uniform height above thetrack in a similar manner to the frame M.

When a single car is made use of, I apply the guide-rollers K K Q atboth ends of the car, and the traction-cable draws in astraight linebetween the guide-rollers K K and through the gripping device S S, andwhen the car is traveling upon a curve the guiderollers K K will beconsiderably nearer the outer rail of the curve than the inner rail inconsequence of the king-bolts of the trucks remaining central ofthetrack while the ends of the car swing outwardly; hence theseguide-rollers K K will carry the cable bodily toward the outer rail ofthe track, and as these guide-rollers K K are nearly the same heightfrom the track as the horizontal wheels C, Fig. 10, the cable will sagdown and draw against the guide-wheels C as the car passes along intraveling the curve, and. in like manner when the guidc-wheels K K enterthe curve in front of the car they move the cable away from theguide-wheels B C, so as to lift the same easily out from the groove insuch guide-wheels.

It will be observed upon reference to Fig. l

that the traction-cable where it passes between the rollers K K and thegrip S is a straight line, or nearly so, and the saine forms a chord tothe arc of the track, and said chord, being a shorter length than thedistance occupied by the cable when resting upon the rollers,wouldshorten the cable and produce a looseness therein were it not for thefact that the rollers K K carry the cable toward the outer rail of thetrack,and thereby tend to tighten the same, and these two operationscounteract each other, so that the cable remains in a normal condition,or nearly so.

In many instances there are two, three, or more cars coupled up in onetrain, and each car has its separate gripping devices. It is important,therefore, to maintain the same tension upon the cable from end to endof the train while running around a curve that there is when running ona straight line. Vith this object in view I make use of the horizontalguide-wheels T T upon the cross-bearers G, and provide these horizontalguide Wheels upon all the trucks ofthe cars except at the eXtreme ends0f the train,where the guide-rollers K K are applied, as aforesaid.These guide-wheels T T hold the rope between them at a point nearlybeneath the kingebolt on the car-truck, to which king-bolt the draw-barsare usually connected. For this reason the cable between one pair ofguide-wheels T T and a similar pair upon the next car is the samelength,or nearly so,as the two draw-bars, and occupies a positionimmediately beneath such draw bars. These horizontal guidewheels T T maybe supported and opened and closed for dropping or holding the cable inany suitable manner; but I have shown ,the same as actuated in a similarmanner to the rollers K K by the bentlevers N', pivoted at 22, andhaving links 23 connecting the levers N to the stocks L; but I find itconvenient to mount the stocks L upon the levers U and to pivot theselevers at 25 upon one of the crossbearers G, and to allow these levers Uto rest upon the other cross-bearer G, as indicated in Figs. 4, 5, andG, and to slide thereon when the wheels are separated or drawn togetherby the action of the stationary cams P P2.

IOO

IIO

eeveei e in orer to prevent the bearers V coming` in Contact with thecable as these bearers V rise and fall partially with the car, itispreferable to eniploy an arched bar, V2, (see Fig. 9,) above thecrossbearer and to separate the bearer at the middle.

Upon reference to Fig. 3 it will be seen that the gripping devices S Sare at a higher elevation from the track than the rollers K K, in orderto be sullieieutly above the stationary rollers C on the track not tocome into contact with the same, and these rollers K K, being lower thanthe axles of the wheels, press the cable down sufficiently to cause itto draw against the guiderollers C in passing,` around a curved track,and where there are several ears in the train the cable runs along,`level between the gripping` devices, and the rollers K K Q are only atthe end of the train.

I claim as my invention l. The combination, with a gripping device upona ear, of the guide-rollers K K at or near the end ol' the car, wherebythe cable occupies nearly a straight line from end to end of the car andsaid guide-rollers also carry the cable in its proper relation to thestationary guiderollers in passi ng around a curve,substantially as setforth.

2. The Combination, with the traveling,` cable and the stationaryguide-rollers for the same, of a grip upon the car, the guide-rollers KK' near the end of tbe car, and the roller Q, adjacent to theguide-rollers and limiting` the upward movement of the cable,substantially as set forth.

3. The combination, with the traveling cable and the stationaryguide-rollers for the same, of a grip upon the ear andthe horizontalguide-rollers T T' upon the truck of the car near the king-bolt of thesame, for the purposes and substantially ns set forth.

4. The combination, with the traveling oable, of guide-rollers upon thetruck, bearings for the axis of the saine, levers for supporting,` thebearings, stationary cams upon the track, levers pivotetl upon the truckand against which the stationary cams act, and links connecting the saidlevers with the bearings for the guide-rollers, substantially as setforth.

5. The combination, with the guide-rollers K, K', and Q, of thecross-frame M, the stocks L, receiving,` the axles or' the rollers K K',the pivots connecting the stocks to the cross-frame, levers pivoted uponthe eross-franies,and connecting-rods between the levers andthe stocks,substantially as set forth.

6. The combination, with a traveling cable, the track, and guide-rollersfor the same, of two or more ears forming a t ain, a gripping device forthe cable upon each ear, horizontal guide-Wheels T upon the trucks ofthe cars near the king-bolts, and'guide-rollers K K at the extreme endsof the train, for the purposes and substantially as set forth.

Signed by nie this L.ith clay of November, 1886.

J. H. PENDLETON.

lVitnesses:

GEO. T. PINoKNnY, XVILLIAM G. Mor?.

